Lendjel Fischman 2012a - Revision history

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== Abstract ==

International audience; Recent research on maritime ports hinterlands points out the relevance of mass ground transport modes such as barge transport for enormous flows of containers to and from harbours, especially when a maritime port is located at the mouth of a river. Though, the modal share of container barge transport in French maritime ports (9% of TEU in Le Havre and 5% in Marseille in 2007) is significantly lower than elsewhere (32% in Rotterdam and 33% in Antwerp). Some reports and studies explain the viscosity of container barge transport flows as a result of several factors, generally concentrated around the seaport community. In continuation of previous seminal works, this paper adopts a neo-institutional approach (Williamson, 1985; 1996) of container barge transport to understand how the factors generating this viscosity are managed. Section 2 describes the characteristics of the transaction of container barge transport. Section 3 is devoted to its attributes (asset specificity, frequency, uncertainty). According to Williamsonâs (1996) remediableness criterion, the observed governance structure of a given transaction is presumed efficient and aligned to its attributes. Thus, Section 4 deals with observed governance structures of container barge transport chains with a focus on Le Havre, main French container seaport and shows how agents try to limit opportunism in ex-post haggling over quasi-rents or under-investments. Implementation of a new institutional environment to modify governance structures is analysed, and a comparison with currently implemented governance structures observed in Rhine is made. Finally, Section 5 suggests ways of dealing with the remaining coordination problems impeding the development of container barge transport in France.

== Original document ==

The different versions of the original document can be found in:

* [https://hal.archives-ouvertes.fr/hal-01071212 https://hal.archives-ouvertes.fr/hal-01071212]

* [https://halshs.archives-ouvertes.fr/halshs-00741127/document https://halshs.archives-ouvertes.fr/halshs-00741127/document]

* [https://halshs.archives-ouvertes.fr/halshs-00741127/file/Fischman_and_Lendjel_2012_SSS_Full_Paper_Template.pdf https://halshs.archives-ouvertes.fr/halshs-00741127/file/Fischman_and_Lendjel_2012_SSS_Full_Paper_Template.pdf]

* [http://link.springer.com/content/pdf/10.1007/978-3-319-09791-6.pdf http://link.springer.com/content/pdf/10.1007/978-3-319-09791-6.pdf],
: [http://link.springer.com/content/pdf/10.1007/978-3-319-09791-6 http://link.springer.com/content/pdf/10.1007/978-3-319-09791-6],
: [http://dx.doi.org/10.1007/978-3-319-09791-6 http://dx.doi.org/10.1007/978-3-319-09791-6] under the license http://www.springer.com/tdm

* [http://link.springer.com/content/pdf/10.1007/978-3-319-09791-6_5 http://link.springer.com/content/pdf/10.1007/978-3-319-09791-6_5],
: [http://dx.doi.org/10.1007/978-3-319-09791-6_5 http://dx.doi.org/10.1007/978-3-319-09791-6_5]

* [https://api.elsevier.com/content/article/PII:S0040162512002946?httpAccept=text/xml https://api.elsevier.com/content/article/PII:S0040162512002946?httpAccept=text/xml],
: [https://api.elsevier.com/content/article/PII:S0040162512002946?httpAccept=text/plain https://api.elsevier.com/content/article/PII:S0040162512002946?httpAccept=text/plain],
: [http://dx.doi.org/10.1016/j.techfore.2012.11.009 http://dx.doi.org/10.1016/j.techfore.2012.11.009]

* [https://halshs.archives-ouvertes.fr/halshs-00741127 https://halshs.archives-ouvertes.fr/halshs-00741127],
: [https://halshs.archives-ouvertes.fr/halshs-00741127/document https://halshs.archives-ouvertes.fr/halshs-00741127/document],
: [https://halshs.archives-ouvertes.fr/halshs-00741127/file/Fischman_and_Lendjel_2012_SSS_Full_Paper_Template.pdf https://halshs.archives-ouvertes.fr/halshs-00741127/file/Fischman_and_Lendjel_2012_SSS_Full_Paper_Template.pdf]

* [https://link.springer.com/chapter/10.1007/978-3-319-09791-6_5 https://link.springer.com/chapter/10.1007/978-3-319-09791-6_5],
: [https://ideas.repec.org/p/hal/cesptp/halshs-00741127.html https://ideas.repec.org/p/hal/cesptp/halshs-00741127.html],
: [https://hal.archives-ouvertes.fr/hal-01071212 https://hal.archives-ouvertes.fr/hal-01071212],
: [https://econpapers.repec.org/paper/halcesptp/halshs-00741127.htm https://econpapers.repec.org/paper/halcesptp/halshs-00741127.htm],
: [https://link.springer.com/chapter/10.1007/978-3-319-09791-6_5/fulltext.html https://link.springer.com/chapter/10.1007/978-3-319-09791-6_5/fulltext.html],
: [https://academic.microsoft.com/#/detail/1481952953 https://academic.microsoft.com/#/detail/1481952953]

* [https://www.sciencedirect.com/science/article/pii/S0040162512002946 https://www.sciencedirect.com/science/article/pii/S0040162512002946],
: [https://link.springer.com/10.1007/978-3-319-09791-6 https://link.springer.com/10.1007/978-3-319-09791-6],
: [https://ideas.repec.org/a/eee/tefoso/v80y2013i7p1375-1386.html https://ideas.repec.org/a/eee/tefoso/v80y2013i7p1375-1386.html],
: [https://academic.microsoft.com/#/detail/1967070234 https://academic.microsoft.com/#/detail/1967070234]

DOIS: 10.1007/978-3-319-09791-6 10.1016/j.techfore.2012.11.009 10.1007/978-3-319-09791-6_5

← Older revision		Revision as of 20:38, 28 January 2021
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	== Abstract ==		== Abstract ==

−	International audience; Recent research on maritime ports hinterlands points out the relevance of mass ground transport modes such as barge transport for enormous flows of containers to and from harbours, especially when a maritime port is located at the mouth of a river. Though, the modal share of container barge transport in French maritime ports (9% of TEU in Le Havre and 5% in Marseille in 2007) is significantly lower than elsewhere (32% in Rotterdam and 33% in Antwerp). Some reports and studies explain the viscosity of container barge transport flows as a result of several factors, generally concentrated around the seaport community. In continuation of previous seminal works, this paper adopts a neo-institutional approach (Williamson, 1985; 1996) of container barge transport to understand how the factors generating this viscosity are managed. Section 2 describes the characteristics of the transaction of container barge transport. Section 3 is devoted to its attributes (asset specificity, frequency, uncertainty). According to ~~Williamsonâs~~ (1996) remediableness criterion, the observed governance structure of a given transaction is presumed efficient and aligned to its attributes. Thus, Section 4 deals with observed governance structures of container barge transport chains with a focus on Le Havre, main French container seaport and shows how agents try to limit opportunism in ex-post haggling over quasi-rents or under-investments. Implementation of a new institutional environment to modify governance structures is analysed, and a comparison with currently implemented governance structures observed in Rhine is made. Finally, Section 5 suggests ways of dealing with the remaining coordination problems impeding the development of container barge transport in France.	+	International audience; Recent research on maritime ports hinterlands points out the relevance of mass ground transport modes such as barge transport for enormous flows of containers to and from harbours, especially when a maritime port is located at the mouth of a river. Though, the modal share of container barge transport in French maritime ports (9% of TEU in Le Havre and 5% in Marseille in 2007) is significantly lower than elsewhere (32% in Rotterdam and 33% in Antwerp). Some reports and studies explain the viscosity of container barge transport flows as a result of several factors, generally concentrated around the seaport community. In continuation of previous seminal works, this paper adopts a neo-institutional approach (Williamson, 1985; 1996) of container barge transport to understand how the factors generating this viscosity are managed. Section 2 describes the characteristics of the transaction of container barge transport. Section 3 is devoted to its attributes (asset specificity, frequency, uncertainty). According to Williamson’s (1996) remediableness criterion, the observed governance structure of a given transaction is presumed efficient and aligned to its attributes. Thus, Section 4 deals with observed governance structures of container barge transport chains with a focus on Le Havre, main French container seaport and shows how agents try to limit opportunism in ex-post haggling over quasi-rents or under-investments. Implementation of a new institutional environment to modify governance structures is analysed, and a comparison with currently implemented governance structures observed in Rhine is made. Finally, Section 5 suggests ways of dealing with the remaining coordination problems impeding the development of container barge transport in France.

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